William sadden



.(No Model.)

W. HADDEN.

RAILWAY SIGNALING APPARATUS. No. 315,772. Patented Apr.14, 1885.

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ATTORNEY.

track-instrument G.

UNITED STAT-Es \VILLIAM HADDEN, OF 1 PATENT l l lfiha BROOKLYN, new YORK.

RAILWAY-SIGNALING APPARATUS.

FSPECIPICATION forming part of Letters Patent No. 315,772, dated April 14, 1885.

Application filed June 12, 1884; (No model.)

To all whom it may concern.-

Be it 'known that I, ,YVILLIAM HADDEN, of Brooklyn, in the county of Kings and State of New York, haveinvented a new and useful Improvement in Railway-Signaling Apparatus; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawing, forming a part of this specification.

The object of my invention is to provide a railway-signaling apparatus which may be operated at any point in the length of a track section by the entrance of a train upon the said track-section or its emergence therefrom, the signal to be cit-her audible or visible.

My invention consists in two oppositely-arranged pairs of track circuit-closing instruments placed at the opposite ends of the tracksection to be protected and in a polarized relay placed between the track-instruments and capable of being operated thereby, the said relay controlling a local circuit in which is placed an electric gong or an electrically-operated banner or colored light.

The track A, which is of ordinary construction, is provided with two pairs of oppositelyarranged circuit-closing track-instruments, B O and B O, the circuitclosing instruments B 0 being located at one end of the track-section to be protected, and the circuit-closing instruments B C at the opposite end of the tracksection. These circuit-closing track -instruments may he of any approved construction and may be connected with and operated by the trackin the usual way.

At any desired point between the ends of the section to be protected is located a polarized relay, D, whose coils cm are connected by wires with one pole of the battery E. The remaining terminal of the coil o is connected by a wire, I), with the contact-point of the circuitclosing track-instrument G, and by a wire, I), with the contact-point of the circuit-closing The remaining terminal of the coil a is connected by a wire, 0, with the contact-point of the circuit-closing track-instrument B, and is also connected by a wire, e, with the contact-point of the circuit-closing track-instrument B. Thelevers of the circuitclosing track-instruments B O are connected by wires 6 c with the ground G, and the levers of the circuit-closing track-instruments B C are connected by wires f f with the ground G, and the remaining pole of the battery Eis also connected with the ground G. The polarized armature-lever D, located between the pole of the magnet of the relay D, carries a point, g, which is capable of being brought into contact with the point 71. The armature-lever D is in a local circuit consisting of the wire 5, electric gong or signaling apparatus j, battery It, and wire Z. When a train enters upon vsection A. .in the direction indicated by the arrow, it closes both circuit-closing track-instruments B .0, the track-instrument B being closed before the track-instrument G producing no effect on account of the current being directed through the coil a, so as not to change the polarity of strulnent 0 remaining closed for an instant after the opening of the track-instrumentB allows the current to pass from the battery E through thecoil a, wire I), and contact-point and lever of the circuit-closing instrument 0, the wire e to the ground, the current passing through the coil a in the direction required to produce in the core and pole extension of the said coil an increase of magnetism, causing the armature D to be attracted by the said pole, completing the local circuit between the contactpoint 9, carried by the said lever and the contact-point h. The current then flowing through the signaling-gong y or through other signaling'apparatus that may be substituted for it, continues to sound the alarm or to give a visible signal so long as the armature-lever D is undisturbed; but when the train passes off from the section A it closes the circuit'closing instruments C B, but holds the instrument B closed a short time after the instrument G is opened. The current then flows from battery E through the coil (1, of the relay D, through the wire 0, and the contact-point and lever of the track-instrument B,through the wire f,to the gr0und,drawing the armature-lever D toward the pole of the coil a; and breaking the contact between the contact-point g and the contact-point h, stopping the operation of the signaling-gong g, or other signaling apparatus placed at that point or throwing the signal to safety. When the train enters the opposite end of the section to be protected,the reverse its core or pole extension, and the track-inof what has been described occurs. The train passes over the track-instrument B" without producing any effect, butin' passing over mature-lever Dis now drawn toward the pole of the coil a, andthe contactbetween the point 9 carried by the armature-lever and the fixed contact-point h is completed, causing the current of the local circuit to flow through the magnets of the gong j, and giving the alarm, until the train,in passing E the opposite end of the section, closes the track-instrument B,

- directing the current from battery'E through the coil a of the magnet D, the wire a, and contact-point and lever of the track-instrument B, wire 6 to the ground, when the armature is drawn toward the pole of the coil (1, and the local circuit is broken and the alarmsignal ceases; or if a visible signal is used it is put to safety. The attract-ion of thearmature D for the poles of thecoil a a causes the said armature to remain in either of the two positions in which it is drawn by the attraction of the said poles, so that if the local circuit is closed by one of the track-instruments it will remain closed without the current passing through the main circuit until the armaturelever D is again operated by the impulse sent through the main circuit by closing one of the track-instruments.

My invention is especially designed for rail way-bridges and short sections of track to be protected, and will protect a section without regard to the direction in which the train is moving.

The polarized relay shown in connection with my improved signaling apparatus is of the kind known as the Siemens polarized relay, but any relay suited to the purpose may be used.

I claim v 1. In electric railway-signaling apparatus, two pairs of circuit closing track instruments,B O and O B, located at opposite ends of the track-section to be protected and oppositely arranged with respect to each other, the inner track-instruments of both pairs being connected with one terminal of the same coil of the polarized relay D, and the outer trackinstruments of both pairs being connected with one terminal of the other coil of said relay, in combination with the said polarized relay D and a local circuit adapted to operate a visible or audible signal, substantially as herein shown and described.

2. In electric railway-signaling apparatus, a polarized relay,D, adapted to maintain either an open or closed local circuit by the bias of. the poles, and two pairs of oppositely-arranged circuit-closing track-instruments, B0 and G B, and circuits connected with the said trackinstrum ents which are capable of reversing the current inrthe polarized relay D. whena train enters and emerges from the section protected by the signaling apparatus, substantially as specified.

3. The combination, with the polarized relay D, of the battery ES and. its ground and line connections, the track-instruments B O B O, the wires b b c c, and ground-wires e e ff, as specified.

WILLIAM HADDEN.

Witnesses:

CHAS. L. GoHN, GEO. M.. HoPKINs. 

